Air brake



B. u. MxNQNIER ET AL a Feb. 24. 1925.

AIR BRAKE 2 Sheets-Sheet 1 FiledA April 25, 1924 @Hoz nu., d,

Feb. 24, 1925*;

1,527,264 B. J. MINNIER VET AL AIR BRAKE Filed April 25. 1924 2 Sheets-$heetV -2 Patented Feb. 24, 1925.

QFFMEL BLYTHE J. Mmmm, or we'rgee'rowu, New reen, nun treuer n nicmar, or PLAINr-Innn, new JERSEY.

AIB BRAKE.

Application filed April 25, 192e. Serial No. 7.05.932-

To all whom t may concern.;

Be it know-n that we, Bmffrrrp J. MINNIE; and HENRY F. Biennio, citizens ot` the United States, residing at llfatertouf'n, Jet.-

terson Go., and State of New York., and

Plainlield, county or' Union and Statel of New Jersey,` respectively, have inyented cer.-

xtain new and useful lmprouements in Air Brakes, of which the following Iis afspeelt cation.

This invention relates to air bralres and particularly to the centraal ol automatic air brakes by sig,milling` or ccntnolhng mechanism on the traclc Generally stated, the broad inventive concept resides in the mechanism for producing a. hralre application by venti-ng the brake. pipe, and simultaneously 'closing communication from themain reservoir to the brake pipe.

AStated somew; at more specifically, the in `vezution contemplates the applica-tion of an automatic eon-.troldeyi,ee to an Vair hnalge 'sysr tem having a variable pressure feed Yalye, `in such a Way that the automatic stop cleric@ whenI it functions, soy altects Vthe varinlile pressure feed valve as to .close this value rcgarelless of the pnessnre in the bi1-alge pipe. VEllis imparts to the feed lvalve an additional lfunction: it becomes a. combined toed and stop valve; The :result is that the mechanism as a who-le is :greatly :simpl-tiled,

itn its preferred embodiment, the nerventiou involves the control, -by an automatic train stop mechanism, oit' the variable pres# sure t'jeed rallye, lor-ming a pajrt lot :the air brake systems described Vand claimed :in the applicatie-ns of Bickel & Minnier, Serial Nos. 578,326 and 597,967, respectively filed July f7, 1922, v,and Oct. 30, 1922, the train stop mechanism serving, When it operates, -to close the [feed Valve 'pas' finely.'

Tfhe general inventive ,concept flan-ned in the ,applications ,specifically referred ,tovs @11d hence not c-.laimedherein except in Lcoml naf tion Wit-h the added features, .is the control of the releasing function of the .fair brakes by a limitation .of the duration of the ,tu-ll release function of fthe engi-neers yahe. This limitation is fimposed ,in accorda-nce with the quantity of lair 'previously lreleased Jfrom .the brake .pipe to produce 4he application .undergoing release.

The quantity of rair released :trom the brake pipe to produce an applica-tion 1;.

function of Ithe length of the train (brake pipe volume) and the intensity ot the yapplication (brake pipe pressure reduction), The general'mode of operation described and clainvied in the Iapplications aforesaid is t0 uipound the air released from the @Het neers hralre value, or a proportional part thereof, under pressure, and to cause this pressure, according to its intensity, to coun'.- teract-tlie pressure reducing function ot' the feed valve. In full release, running, and holding positions, the mpounded air is gradually rented through a port in the yengi-neers valve so that as the impounded pressure bleeds away, the pressure reducing function of the feed valve is gradually restored By properly proportioning the parts, .O vercharge .of the reservoirs near the front .of .the train is minimized or prevented. Furthermore, since ,the restoration .oit the pressure reducing function of Vthe tecd Valve is gradual, there are no pressure surges or WaresV in the brake pipe, and `-consequently there is less tendency for reapplicatiou to occur, since the leed grooves ogt .the .triple valves are adequate to permit gradual pressulce equalization even where a. reservoir has been slightly overcharged.

Since .the feed value used in this mechanism is `designed for `a .secondary fluid pressure control, it is peculiarly adapted to he actuated .by fluid pressure means under the control of the automatic tLjain stop mechanism. Such control lis one of tlie speciiigz purposes .of `the present invention.

A successful embodiment .of the invention is illustrated in the accompanying dran'- iree wine:

Fig. 1 is a .diagrammatic section showing the engineers brake valve in release position, and `the 'feed yalre Ynechanisn'is in the positiops which ,they assume at 'the con inenceinent .of the release;

2 is a- Veii' en .e showing ,the ljeed `rValve pa which they assnme .when thc .telly .charged- 'lfheongineerls hrale vValve is. of the tamifliar equalizing discharge type and preferably has six positions customarily `known as release.; running; holding; lap; service: end @emmenerlin standard airfhrale systems, ,as at present constructed, release position feeds main reservoir air to the brake pipc without pressure reduction, and running position feeds main reservoir air to the brake pipe with pressure reduction. These two positions also are commonly used toV effect differences in the rate of release of the engine and tender brakes. In the structure of the present invention, the last-named feature, generally stated, is retained, but there is no dif ference in the rate of feed of air to the brake pipe under the control of the engineers brake valve, as the rate of feed is automatically controlled by the feed valve as will hereinafter be more fully explained.

This detail is fully brought out in the applications above identified, and need not be discussed fully here except to the extent of negativing any implication as to its necessary presence or absence.

The engineers brake valve includes the usual handle 5, connected to rotate the usual rotary valve 6. So far as is pertinent to the present invention, the rotary valve 6 does not differ from those of standard form, except that it has a port 7 which, in release, ruiming, and holding positions, connects a minute port 8 in the valve seat with the usual exhaust port 9.

The engineers brake valve includes the usual equalizing discharge piston 10, operating an equalizing discharge valve 11. The space above the piston 10 is connected with a port 12, in the valve seat, and with a port 13, leading to the equalizing discharge reservoir 14, and duplex pressure gauge 15. The mai-n air port 16 leading to the space above the rotary valve 6, and feed port 17 leading to the seat of the valve 6, are both connected through branches with a fee'd pipe 1S, which conducts air to the engineers brake valve from the variable pressure feed valve hereinafter described.

The brake pipe port 19 is connected by a pipe 20, having the usual stop cut-out coclr 21, with the brake Vp-ipe 22.

The above connection will be familial-'to those skilled in the art, except in the use of the special ports 7 and 8, and the connection of the feed pipe 18 to the main air port 16, as well as to the feed port 17 to the valve.

The equalizing discharge valve 11. is provided with a special fitting having a somewhat restricted lateral discharge port 23 .leading to the atmosphere, and a second usually more restricted port 24 leading by way of pi Je 25, past check valve 26 to a reservoir 217, known as the brake pipe discharge reservoir. This reservoir is con nected by a pipe 28, with the restricted port 8 in the rotary valve seat.

Then the brakes are applied, air is vented in the usual manner by the equalizing discharge valve 11, and since the port 24 is connected to the space between the valve 11 and the restricted port 23, a proportional. part of the discharging air fiows through pipe past check valve 26 into reservoir 27. In all positions, except release, running, and holding, port 8 is closed by the rotary valve, consequently the quantity of air impounded in the brake pipe discharge reservoir 27 is proportional, or approximately so, to the quantity of air released by valve 11. The duration of flow of this air in release, running, an'd holding positions through restricted port S will be approximately proportional to the quantity of air in the reservoir 27. The persistence of pressure in the reservoir 27 is used to suspend the function of the feed valve by means which will now be described.

The main air pipe 29 leads from the main reservoir, not shown. It is connected by the pipe 30, with the duplex pressure gauge 15, in the usual manner, and is also connected through a stop valve 31, With a port 32 formed in the shell of brake pipe discharge reservoir 27. Port 32 leads to a port 33 in a connected casting, and communicates through valve seat 34 with a port 35, which, in turn, is connected to the feed pipe 18 al ready described.

The valve seat 34 is the sea of the variable pressure feed valve 36. This valve is urged in an opening dirtction by a` coil spring 37, and under certain conditions is forced closed by pressure acting on the upper side 0f a piston 38. The space above the piston 38 is vented to atmosphere by a minute port 39, and may be fed with pressure fluid through a supply port 40, of larger capacity, under the control of a so-called pin valve 41. This pm valve is urged to its seat by a spring 42, whose tension is adjustable in the usual manner by a threaded spring seat 43.

The valve is connected with a fiexible diaphragm 44, of usual construction, which is subject on its lower face to pressure in the port conducted thereto by a branch port 45. In other words, the pressure in the feed pipe 1S and connected port 35 is transmitted through the port and acts on the diaphragm 44 in opposition to the spring 42.

then the pressure in the feed pipe is sufiicient to overpower the spring 42, it opens the pin valve 41. and air flows through passage 45, passes by 'ay of the port 40 to the place above the piston 38. Since the rate of feed through the port 40 is faster than the outliow of the port 39. the effect is to close the valve 36.

The apparatus so far described will be recognized as a familiar type of pressure regulating feed valve. Its action is modified, however, by the pressure existing' in the brake pipe discharge reservoir 27, which is Conducted by way of a. port 46 so as to 'act on vthe diaphragm 44 4in opposition Ato the feed pipe pressure. Consequently, 'when-V ever vpressure exists 4in the brake pipe dis-` charge reserveir "27, the :pressure reducing function Aoi"- the feed valajfe mechanism partially :or wl'iolly suspended, according fto the vc le-gree et' pressure in' the :reservoir "'llh-e'i'train centrol .mechanism is combined with the y'feed vneeeliaiiisni just A('lescribed in such Laj Yway that when thelcon'treil `me,chan'lism func/tiens it vents the Ebralte .pipe f-to, yatmosphere and positively elses the valve -86 by admitting main reservoir rair against the nippel' side lof piston v "-Iliefcoiistruetion is as 4:l'ollo-w-s: l'ieadi-ng troi'n the pert- 83V vis a port 511, yllliisis controlled by a three-way valve 52, `which maybestfmanually to clit oti'tlie automat-ic control meclaiiisin anch-open b'leed' or Warning' "port A{o -ifsmallsin las VWil-lbs apA Patat 'freie iisrsctie' et te@ 'dairieshis 'is 'merely tolte-ut the apparatus out o-"t action A"ijf defective, and" give notice of such condition itoinsp'ectdrs. l" A' The `-portlead-s to the seat 53 et a Ypin valve The'pinvalve is lheld"closed by an 7armattireVA andavinding 56. l"lll-1e excitation 'of the Winding 56 isn-nder control .of the train .stoo mechanism -ai-nd in normal orfsai'effc'n-m on the"avi-nding*is exc-itedand the l"held c itly against its seatbjf ll the 'Winding be deenergized :bythe ainstopinechfafh' by failure of .the apparatus 'the dopens and allows `maifn lreservoir Yair arriving. by ivayo'l ports' 'Sift-o tleiv byy viay 'of portfpast sljijriijigg eld 'check valve '5.8, `to the space .above the This immediately closes-the val-ve 3d 'L its seat 34, and -prevents anyteed loff' 41,-- reservoir air, to :the brake pi 9e. Atwthe same time main reservoiifair 'iloujs by yport 57 toI the space above a. piston 4 then the A`piston 59' -by resulting' -doyvnivg'rrd movement frcesopen afvalve 60, `which is normally held vcl'ofs-gd, a spring 6l, and also by bra-liepipe pressure arriving by Way of the port 62, the opening of the valve 60 allows brake pipe air to escape by Way ot passage 63 to a safety valve 64, through which it discharges to atmosphere.

Pressure in the chamber above the piston 38 is allowed to gradually bleed to the atmosphere through the relief port 39 and likewise from the chamber above the piston 59 through a reliet port 65 formed in said piston, and a port 66, as best indicated in Fig. 2, such action continuing until such time as the tension of the springs 37 and Gl respectively torce the pistons upwardly to their normal positions.

lVhen the under :tace of piston 59 is moved away from its seat 67, the pressure remaining` in the passage or chamber (S3 below the safety valve 64.- is allowed to bleed to atmosphere throu rh `the port This prevent-s any undesira le popping of the salfety valve 6,4 .any leal; Yshould* ocour betvveen the valve 60 and its seat.

The safety valve 6i vmight be omitted, ibut it is .customarily used i'n systems ot this character to prevent -the rec'luction of `brake pipe pressure be-loiv -a desired value. The purpose oft so -l-imitin-gthe reduction ot `brake pipe pressure is to limit the severi-ty of the result-ing -brake application.

The operation ot the mechanism has been set fl'ort in connection with.thedescription Aol,t the ypai-'ts and -tlgieretore need Anot be repeated.

llt is importa-nt to pbser-ve that the ymain teed valvel 3G func-tions in three ditl'erent ways. At the commencement of release, it opens Wide and remains so until the pressure intlfi'e .ries l'oir 'gtal-ls to a point deterf mined `the adjustment ol: the apparatus. Freni then on the val-ve' operates to producer a`fpressure reduction, the" degr'eeef` pressure 'reduction gradually 'increasing as the pressure inthe' reserveir *27 falls. Willen tlie pressure in the reservi ir 27 is atmospheri, the valve Afunctions y'to maintain standard brakepipe pressure.

Finally, Whenever the safety stop mechanism .functions to produce an application of .the b1alies,.tl1e valve 36 `operates .as Va stop valve and prevents air -trom Yfeeding to the brake Apipe from the vmain reservoir. Under 4these 'conditions itl performs l.two valuable functions. It conseifves vthe .main reservoir air which may soon be .urgently needed to release the brakes, and .it yprevents interference ii'ith the .application of the brakesby air ted fto the brake pipe :from .the

main reservoir.

l/Vhat is claimed is:

l. The combination with anautomatic air brake system .including a brake pipe, and a pressure regulating 4feed valve arranged to feedair thereto, ot'fa `train control device arranged Lto vent said brake pipe to apply the brakes; and means simultaneously" o.p`- erable by said train control device .serving to close said feed valve.

2. The combination With an automatic air brake system including a brake pipe, an

engineers valve having release, running,

and holding` positions, and a pressure regulating feed valve arranged to feed air to the brake pipe in both release, running, and holding positions of the engineers brake valve; of a train control device arranged to vent said brake pipe to apply the brakes: and means simultaneously operable by said train control device serving to close said feed valve.

3. The combination with an automatic air brake system including a main reservoir, a brake pipe, an engineers brake valve having release, running, and holding positions, and a pressure regulating valve normally subject to brake pipe pressure and serving to control the feed of main reservoir air to the brake pipe in release, running, and holding positions of the engineers brake valve; of a train control device arranged to vent said brake pipe to apply the brakes; and means simultaneously operable by` said control device and serving to sub-ject said pressure regulating valve to main reservoir pressure to close the feed valve.

4. The combination with an automatic air brake system including a main reservoir, a brake pipe, an engineers brake valve having release, running, and holding positions, anda pressure regulating feed valve normally subject to brake pipe pressure and servin voir air to the brake pipe in release, running, and holding positions of the engineers brake valve; of a normally closed brake pipe vent valve; an abutment serving when subjected to pressure to open said vent valve; and an automatically controlled valve mechanism arranged to admit pressure fluid against said abutment to open said ventv valve and to admit pressure fluid to the regulating mechanism of the feed valve to close the latter.

5. In an automatic air brake system, the combination of an engineers brake valve including a discharge valve for discharging air from the brake pipe to effect an application of the brakes, and having a restricted discharge port beyond said valve; a reservoir connected between said discharge valve and said discharge port, vwhereby a portion of the air discharged by said valve is confined in said reservoir; means controlled by said engineers brake valve in its brake releasing position for gradually venting air from said reservoir; a feed valve controlling the feed of air to the brake pipe; a feed valve actuating piston connected to move said feed valve in a closing direction when said piston is under ressure; a regulating valve'structure inclu ing a spring and an abutment, the regulating valve being arto control the feed of main reser-` ranged to be urged closed by the spring and by pressure in said reservoir acting on said abutment, and urged open by pressure in said brake pipe acting on said abutment, said regulating valve when open serving to admit pressure fluid to act on said feedvalve actuating piston; an automatic train control device serving, when actuated, to vent the brake pipe; and means controlled by said train control device for simultaneously admitting pressure fluid againstsaid feed-valve actuating piston.

6. In an automatic air b `alie system, the combination of an engineers brake valve including a discharge valve for discharging .air fromv the brake pipe to effect an application of the brakes, and having a restricted discharge port beyond said valve; a reservoir connected between said discharge valve and said discharge port, whereby a portion of the air discharged by said valve is con` fined in said reservoir; means controlled by said engineers brake valve in its brake releasing positions for gradually venting air from said reservoir; a feed-valve controlling the feed of air to the brake pipe; a feedvalve actuating piston connected to move said feed-valve in a closing direction when said piston is under pressure; a regulating valve structure including a spring and an abutment, the re ulating valve being arranged to be urge closed by the springend by pressure in said reservoir acting on said abutment, and urged open by pressure in said brake pipe acting on said abutment,

said regulating valve when open serving to admit pressure fluid to act on said feed valve actuating piston; a pressure actuated brake pipe vent device; and an automatic train controlling device serving when actuated to admit pressure fluid simultaneously to said bra-ke pipe vent device and to the actuating piston of said feed valve.

In testimony whereof we have signed our names to this specification. p Y BLYTHE J. MINNIER.

HENRY F. BIGKEL.` 

